Quick-action automatic fluid-pressure brake system.



BEST AVAILABLE COP PATENTED APR. 18, .1905.

S. BUBB.

J. QUICK ACTION AUTOMATIC FLUID PRESSURE BRAKESYSTEM.

APPLIOATIOL FILED DEC. 29, 1904' SHEETS-SHEET 1,

INVENTOR BEST AVAlLABLE C No. 787,723. PATENTED APR. 18, 1905.

J. S. BUBB. QUICK ACTION AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLICATION FILED DEC. 29. 1904.

14 SHEETS-SHEET 2.

INVENTOR WIT ESSES:

BEST AVAILABLE COP No. 787,723. PATENTED APR. 18, 1905. J. S. BUBB.

QUICK ACTION AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLICATION FILED DEO.29, 1904 14 SHEETSSHEBT 3,

. INVENTOR BESTAVAILABLE CO P No. 787,723. PATENTED APR. 18, 1905.

J. S. BUBB.

QUICK ACTION AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLIOATION FILED DEC. 29, 1904 14 SHEETS-SHEBT 4,

BEST AVAILABLE COP No. 787,723. PATENTED APR. 18, 1905.

' J. S. BUBB. QUICK ACTION AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLICATION FILED D110. 29. 1904.

14 SHEETS-SHEET 5,

l "5555 l F S AvAxLABL COP No. 787,723- PATENTED APR. 18, 1905- J. S.BUBB.

QUICK ACTION AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLICATION FILED DEC. 29. 1904.

14 SHEETS-SHEET 6.

INVENTOR wl uzsszsv BEST AVAILABLE COP.

No. 787,723. PATENTED APR. 18, 1905.

J. S. BUBB. QUIGKAGTION AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLICATION FILED DEC. 29, 1904.

7 a/- W7 785 z I %6% l4 SHEBTSSHEBT 7.

BEST AVAlLABLE COP PATENTED APR. 18, 1905.

J. S. BUBB. v QUICK ACTION AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLIOATION FILED D110. 29. 1904.

14 SHEETS-SHEET 8.

R O T N E V m BEST AVAILABLE COP PATENTED APR. 18, 1905.

- J. S. BUBB.

QUICK ACTION AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLICATION FILED DEG. 29, 1904 14 SHEET8-SHBBT 9.

INVENTOR BESTAVAILA'BLE 1%. 787,723. PATENTED APR. 18, 1905.

J. S. BUBB. UICK ACTION AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLICATION FILED DBO.29,1904

l4 SHEBTSSHBET 10.

a S v z BEST AVAILABLE COP PATENTED APR. 18, 1905.

J. S. BUBB. QUICK ACTION AUTOMATIC FLUID PRESSURE 'BRAKB SYSTEM.

APPLIGATI ON FILED DEC. 29. 1904.

14 SHEETS-SHEET l1,

J rlllll 5 n u i lmL ll larv- M n U u u u M u u u v m u U y U l ESTAVAILABLE COP No. 787,723. v PATENTED AER. 18, 1905.

J. S. BUBB. QUICK ACTION AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLICATION FILED DEO.29 1904 14 SHEETS-SHEET 12.

INVENTOR BEST AVAILABLE COP No. 787,723. PATENTED APR. 18, 1905.

- J. S. BUBB. I QUICK ACTION AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLICATION FILED DEC. 29. 1904- 14 BHBETS-BHEET 13.

I I l I 5317 l I I C j K H n i LLJ LLI LU Lugzunl LLJ i /5 9 m (r/|-|-1I .f I 2% i? z WI NEs E mvzu'rpa M WSW BEST AVAILABLE COP No.787,723. PATENTED APR. 18,1905. J. s. BUBB.

QUICK ACTION AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLIOATIOH TILED D110. 29. 1904.

- 14 SHEETS-SHEET 14.

WTNESSS: II" I INVE NTOR i No. 787,723:

BEST AVAILABLE COP Patented April 18, 1905.

UNITED STATES PATENT OFFICE.

JOHN SCOTT BUBB, OF KITTANNING, PENNSYLVANIA.

QUICK-AOTI ON AUTOMATIC FLUID-PRESSURE BRAKE SYSTEM.

SPECIFICATION forming part of Letters Patent N 0. 787,? 23, dated April18, 1905.

' Application filed December 29. 1904:. Serial No. 238,733. I

following is a full, clear, and exactdescrip- I tion. 7

My invention described herein relates to *-certain improvements in aquick-action automatic governor fluid-pressure brakesystem,

an automatic regulating mechanism to compress air under pressure fromthe atmosphere.

and discharge the same into the'system, an

from the main reservoirs through the main train or brake pipe into theauxiliary reservoir and brake-piston cylinder, and main-service-valvechamber on each car or vehicle, and automatic governor valve devicesattached thereto to govern the fluid under pressure in the main train orbrake pipe, and the brakepiston cylinder; also, duplex governing devicesto govern the fluid-pressure in the main train or brake pipe and thebrake-piston cylder, of governing devices to govern the pressure in thebrake-piston cylinder under each car or vehicle; also, of devices toindicate the pressure in the brake-piston cylinder after the mainservice slide-valve has been shifted to a released position; also,automatic governing duplex devices to compress fluid under pressure anddischarge the same into the brake system.

It is a further object of my invention in a fluid-pressu re brake systemto provide certain devices in combination. so that air will be drawnfrom the atmosphere by automatic regulating devices operated by steamunder pressure and discharging the air under pressure into reservoirs,controlling, regulating, and indicating devices, main train or brakepipe, and the brake apparatus on each car or vehicle to anypredetermined point of pressure desired equal to the normal fluid underpressure in the said system or to any excess of fluid under pressuredesired in the system operating on devices to simultaneously close theexhaust-passage leading from the brakepiston cylinder to atmosphere andadmit such excess pressure into the said brake-piston cylinder toperpetuate an application of the brakes any length of time desired afterthe main service slide-valve has been shifted to a released position,automatic devices within reach of the engineer to control the.

flow and indicate the fluid under pressure passing through the system tothe airbrake apparatus on each car or vehicle, either when normal orexcess of fluid under pressure is in the main train or brake pipe at aservice application of the brakes or to perpetuate an application afterthe main service-valve has been shifted to a released position; also, toregulate and indicate the fluid under-pressure in eachcbrake-pistoncylinder on each car or vehicle at atime when the excess pressure isoperating devices to close the-exhaust-passage leading from thebrake-piston cylinder to the atmosphere and simultaneously governingdevices are being shifted in the air-brake apparatus on eachcar orvehicle to regulate the fluid under pressure in the said brake-pistoncylinder, so that the engineer knows just what pressure there is in thesaid brake-piston cylinder by the indicating means on the locomotivewhen a perpetuation of brake application is being had; also, duplexdevices within reach of the engineer to change the fluid to any point ofpressure desired passing through the system; also, duplex devices soadapted that when steam-pressure is admitted into the chambers of suchdevices the air passing through the -system may be increased to that ofboiler-pressure.

It isa further object of my invention to provide means on each car orvehicle of greater refinement to control and regulate the fluid underpressure in themain-service-valve chamber and passages connectedtherewith than in my cases Serial Nos. 147,042 and 198,934:-

It is a further object of my invention to provide automatic means thatmay be located in any position on a car or vehicle that will control orregulate the fluid under pressure in the main-service-valve chamber andpassages connected therewith to any point of predetermined pressuredesired.

It is a further object of my invention to pro- BEST AVAILABLE COP videautomatic means that may be placed in any position on a car or vehiclethat will close the exhaust-passage leading from the brakepistoncylinder to the atmosphere any time when the main serviceslide-valve isin a released position and to simultaneously charge the saidbrake-piston cylinder with fluid under pressure to any predeterminedpoint desired in order to perpetuate an application of the brakes. A

It is a further object of my invention to provide automaticmeans withinreach of the engineer to control the fluid under pressure simultaneouslyin the main train or brake pipe and the brake-piston cylinder when anapplication of the brakes is being perpetuated.

It is a further object of my invention to provide automatic means oneach car or vehicle to simultaneously control thefluid-prssure in themain-service-valve chamber and auxiliary reservoir and to open apassage, so that any excess pressure in the said main-servicevalvechamber and auxiliary reservoir may flow into the brake-piston cylinderafter the main service-valve has been shifted to a released position.

It is a further object of my invention to provide means to admit livesteam from the boiler of the locomotive into the main train or brakepipe and brake-piston cylinder in case there is a shortage ofair-pressure in the system to perpetuate an application of the brakesafter the main service-valve has been shifted to a released position.

Figure 1 is a view, partlyin elevation and partly in vertical centralsection, of an automatic regulating mechanism to compress air underpressure and discharge the same into the air-brake system. Fig. 2 is aview of the governing devices shown in Fig. 1. Fig. 3 is a view of avertical central section at right angles of Fig. l,'showing in elevationa pipe leading to the main reservoir from the piston-chamber thatcompresses the air under pressure, also in elevation a pipe leading fromthe boiler of the locomotive to the mechanism and another pipe inelevation fitted with a valve leading to the equalizing-reservoir shownin Fig. 5. Fig. 4; is a side elevation of the bushing on the line X X ofFig. 3. Fig. 5 is a vertical central section view of the device thatcommunicates the -main reservoir with the main train or brake pipe,showing the main reservoir attached in elevation, also theindicating-gage in elevation, also the automatic governing-valve devicesin elevation controlling the fluid under pressure in the brake-pistoncylinder, also the equalizing-reservoir in elevation. Fig. 6 isatop planviewof the automatic governing devices to regulate the pressure in thebrake-piston cylinder, same as shown in Fig. 5. Fig.7 isaview, partly inelevation and partly in section, showing the duplex automaticgovernor-valve, partly in section, of the device shown in Fig. 5, alsoshowing the indicating-gage in elevation, also the equalizing-reservoirin elevation with pipes connected thereto. Fig. 8 is a plan view ofthe'end of the governor-valve device controlling the fluid-pressure inthe brakepiston cylinder, as shown in Fig. 6. Fig. 9 is a longitudinalview of the main valve apparatus on each car or vehicle, showing inelevation the reducing-valve device, also the governor-valve devicecontrolling the fluid in the main-service-valve chamber. Fig. 10 is atransverse sectional view on the line of the retaining-valve chamber inFig. 9, showing the reducing-valve in elevation broken away. Fig. 11 isa transverse sectional view on the line of the governing-valve deviceshown in Fig. 9. Fig. 12 is a top plan view of Fig. 11. Fig. 13 is anend view in elevation of Fig. 9, removing the end chamber shown in Fig.11. Fig. 14 is a view, partly in elevation and partly in section.showing the automatic governor-valve, partly in section and partly inelevation, that governs the fluid under pressure in themain-servicc-valve chamber and auxiliary reservoir. This figure is amodification of Fig. 9. Fig. 15 is a view, partly in elevation andpartly in section. The section portions are those of the automaticdevices shown in Fig. 14 in a central transverse position. Fig. 16 isaview in elevation of the modifications of Figs. 9, 10, 11, 12, 13, 14:,and 15, showing the automatic governorvalve in elevation over the endchamber like shown in Figs. 14 and 15, and the retaining valve mechanismon the top central portions of the figure, also an elevation view on theunder side of the main casting of the reducing-valve shown in section inFig. 22, also an end view of the retaining-valve casting. Fig. 17 is aview in elevation of a modification of Fig. 5, substitutinga taper valvefor a rotary valve, also showing in elevation the indicating-gage andthe automatic governors to govern the fluid-pressure in the brake-pistoncylinder and the main train or brake pipe when a brake application isbeing perpetuated. Fig. 18 is a view, partly in elevation and partly insection, showing in elevation the face of the retaining-valve chamber,which being the opposite side of the casting shown in Fig. 15, alsoshowing the modification of the retaining-valve mechanism B, partly insection and partly in elevation, also the re ducing-valveF in elevation.Fig. 19 isaview in elevation of the auxiliary reservoir and brake-pistoncylinder on each car or vehicle. Fig. 20 is aview, partly in elevationand partly in section, of the main valve on each car or BEST AV erningdevices in Fig. 20. Fig. 22 is aview, partly in elevation and partly insection, of the main valve on each car or vehicle, which 18 amodification of Figs. 9 and 10, 13, 14, and 15,

18 and 20, and also a transverse sectional view of the red using-valveshown in Fig. 16. Fig. 23 is an elevation view of a duplex mechanism tocompress fluid under pressure and automatically governing itself. Fig.24 is a view, partly in elevation and partly in vertical centralsection, of a device to control fluid under pressure to anypredetermined 'point desired in the system. Fig. 25 is a modification ofFig. 24, showing the top portions in elevation, and the lower verticalcentral section are the parts that are modified. Fig. 26 is a view,partly in elevation and partly in section, of Fig. 25, showing theleakage or drainage pipe from the piston-chamber. Fig. 27 is a view,partly in elevation and partly in section, of Fig; 24, showing theleakage or drainage pipe from the piston-chamber. Fig. 28 is a view inelevation showing a modification of Figs. 1, 2, and 3, substitutingautomatic duplex governor-valve devices. Fig. 29 is a view in elevationof duplex governing devices, as shown in section in Fig. 24. V

For general purposes and convenience of description and regardless ofposition the automatic governor-valve device lettered H governs orregulates the live steam that operates the steam-piston 3, (see Fig. 1;)also, the automatic governor-valve device lettered V governs the fluidunder pressure in the main train or brake pipe and the brake-pistoncylinder; also, the automatic governor-valve device lettered P governsthe pressure in the main train orbrake pipe and the brake-pistoncylinder to a certain fixed point of predetermined pressure; also, theautomatic governing-valve device R governs the fluid-pressure in themain train or brake pipe and brake-piston cylinder to a predeterminedpoint of pressure above that of P; also, the automatic governing-valvedevice lettered T governs the fluid-pressure in the main train or brakepipe and the brakepiston cylinder to a predetermined point of pressureabove that of P and R; also, the automatic governorrvalve device Xgoverns the fluid-pressure in the main train or brake pipe and thebrake-piston cylinder to a predetermined point of pressure above that ofP, R, and T; also, the automatic governor-valve device lettered Agoverns the fluid-pressure in the mainservice-valve chamber andauxiliary reservoir; also, the automatic governor-valve B governs thefluid-pressure to be admitted into the retaining-valve device; also, theautomatic governor-valve device lettered F governs the fluid-pressure tobe reduced in the passages in the main valve on each car or vehicle,which passages lead to and communicate with the brake-piston cylinder.

My invention consists in a quick action fluid-pressure brake systemhaving automatic AlLABLE oo regulating devices to compress the fluidunder pressure to any predetermined point desired, a device operated bythe engineer which gives him complete control of the air-brake system,device for indicating the pressure as it passes through the system,devices for automatically regulating the pressure on each car orvehicle, so that the engineer knows the pressure in the brake-pistoncylinder after the main service-valve has been shifted to a releasedposition, of devices whereby the engineer is en abled to charge theair-brake system from the boiler of the locomotive with live steam, andof duplex devices that also enables the engineer to change at will'thefluid-pressure in the main train or brake pipe and the brake-pistoncylinder, and of a main train or brake pipe and auxiliary reservoir, amain servicevalve, and a brake-piston cylinder and one or more automaticgovernor-valves, and also modifications of several parts whereby moreperfect action and simplicity of construction is secured. r

In my improved quick-action automatic fluid-pressure brake system thedevices to compress fluid under pressure is shown in Fig. 1. Themain-steam-piston cylinder 1 is placed above the air-cylinder 2 and themain steampiston 3 connected, by means of a piston-rod 4, with thepiston 13, that compresses the air under pressure, the latter, however,being shown only in Fig. 3. The piston-rod'4 has formed within it acentral bore 5 to receive the valve-stem 7, which is connected to anauxiliary slide-valve 8, which may be termed the reversing slide-valve.This reversing slide-valve 8 is fitted in a bushing 12, which bushing isfitted in a central chamber formed in an upward extension of the head 15of the main-steam-piston cylinder. The reversing slide-valve isconnected to the stem 7, being fitted between the shoulders 10 and 11thereon, so that the valve and the stem move together. The stem 7extends into the steam-cylinder and through the opening 16 in the plate6 into the bore 5 of the piston-rod 4. When the main steam-piston 3moves upward, the reversingplate 6 comes in contact with the shoulder 9,formed on the stem 7, and moves the slide-valve 8 in an upwarddirection, and when the main steam-piston moves back or down andapproaches the opposite end of its stroke the plate 6 comes in contactwith the collar 14, formed on the end of the stem 7, and moves thereversing slide-valve downward or in the opposite direction. Thesteampipe 17 a from the boiler supplies the live steam through thenozzle or connection 17. Then the live steam passes through the passage18, formed in the wall of the steam-cylinder, the passage 19, formed inthe cylinderhead 15, the port 19, and the automatic governor-valvechamber 19, passage 19, and port 20 in the bushing 21 into the chamber22, in which the main slide-valve 23 is located. The

3O all times exposed to the pressure in the livegovernor-valve chamber19 will'hereinafter be explained. The main slide-valve 23 controls theports 24, 25, and 26, through which steam is admitted to and exhaustedfrom the two ends of the main steam-cylinder 1 for the purpose of movingthe main piston 3. The main slide-valve 23 is fitted between two shoul'ders on the piston-stem 27 of the differential pistons 28 and 29, sothat the pistons and the main slide-valve move together. As shown in thedrawings, the piston 29, whichis the larger of the two difi'erentialpistons, is fittedin one end of the bushing 21. and the other piston,28, isfitted in the cap 30,which closes one end of the chamber 22; butboth'pistons may be fitted in the bushing 21 or in achamber 22 without abushing, or the piston 29 may be fitted in the cap 31 in the same manneras the piston 28 is fitted in the cap 30. The outer. end of the chamber32 in the cap 30 is in open communication at all times with theexhaust-passage 26 by means of the passage 33, formed in the cap 30, theannular passage 34, formed in the inner end of the cap 30, the passage35 in the bushing 21, (see Fig. 4,) and the passages 36 and 37 whichopen-into the exhaust-passage 26. The outer side of the smaller piston28 is exposed at alltimes to the pressure in the exhaust-passage 26..The space between the two pistons 28 and 29 is at steam passages 18 and19 and through the governor-port 19 and chamber 19 and passage 19, andthe outer end of the larger piston 29 is opposed to the pressure ofsteam, which is admitted to and released from it by the reversing valve8, as hereinafter explained. The main-slide-valve chamber 22-is alwaysin open communication with the reversing-valve chamber 45 by means ofthe port 43 in the bushing 21, the passage 44, and the port 46 in thebushing-12. The reversing-valve 8 controls the three ports 47 48, and49, formed in the bushing 12, said ports connecting, respectively, withthe passages 36, 40, and 38, formed in the outer side of the bushing 21.The passage 36 in the bushing 21 communicates with the exhaust-passage26 by means of the passage 37. The passages 38 and 40 both communicate,by means of the ports 39 and 41, with the space at that end of thechamber 22 whichis closed by the cap 31. When the reversingvalve is inthe lower position, (shown in Fig. 1,) the port 49 is closed, and thecavity 42 in the face of the reversing-valve, by connecting the port 48with the port 47, connects the passage 40 with the passage 36, andthereby opens communication from the outer end of the piston 29 to theexhaust-passage 26. The outer face of each piston is then exposed to thepressure in the exhaust-passage 26, and their inner faces are exposed tothe live steam in the valve-chamber 22 between the pistons. Thereforesince the piston 29 has a larger area exposed to the action of the livesteam than BEST AVAILABLE cop.

the piston 28 has the two pistons 28 and 29 and the main slide-valve 23will be moved to the right, as shown in Fig. 3, or toward the cap 31.Before reaching the outer end of its stroke the piston 29 closes theport 41, and thereby confines a portion of the exhausting steam betweenthe piston 29 and the cap 31. The port-41 is purposely formed a shortdistance from the end of the bushing 21, so that it will be closed bythe piston before all the steam has been exhausted from the end of thechamber in order that the portion of steam thus confined may act as acushion to the piston 29 as it approaches the end ofits stroke. Themovement of .the piston 29 to the outer end of its stroke moves themainslide-valve in the same direction and opens the port 24, therebyadmittinglive steam to the underside of the main steam-piston 3 andexhausting the steam from the upper side of the main piston 3, throughthe passage 25, the cavity 50 in the bottom of the main 3] ide-valve,and the exhaust-passage 26, thereby causing the main steam-piston 3 tomove upward. When the main steam-piston approaches the upper end of itsstroke, the plate 6 comes in contact with the shoulder 9 on the stem 7and effects the upward movement of the reversing-valve8, in whichmovement the reversing-valve 8 first closes the port 48 and cuts offcommunication between the port 41 and the exhaust-passage 36, and as thevalve moves farther upward it opens the port 49, through which livesteam passes into the passage 38 in the bushing 21 and through the port39 into the space at the outer side of the piston 29. The steam thusadmitted to the piston 29 over-balances the steampressure on the innerside of the same piston, and the pressure of the live steam on the innerside of the smaller piston 28, being opposed only by the pressure inexhaust-passage 26 acting on the outer side of piston 28, causes thepistons and the slide-valve, 23 to move toward the head 30 or to theleft and places the passage 24 from the lower end of the mainsteam-cylinder 1 in communication with the exhaust-passage 26 throughthe cavity 50 in the bottom of the slide-valve 23. At the same time theport 25 is open and permits live steam to pass from the chamber 22 tothe upper end of the main steam-cylinder 1, thereby causing the mainsteam-piston 3 to move downward. WVhen the main steam-piston 3approaches the lower end of a stroke, the plate 6 comes in contact withthe collar or shoulder 14 on the stem 7 and moves the reversing-valve 8down into the position shown in Fig. 1. The supply of steam to the spaceat the outer side of the piston 29 is then cut off and that space is putin communication with the exhaust-passage 26, which permits the pressureof the live steam on the inner face of the piston 29 to move the twopistons 28 and 29 and the slide-valve 23 so as to first cutoff theexhaust from the lower side of the pressure in the exhaust-passages.versing-valve 8 1S then in its upper position 787,723 BEST AVA BLE COPmain piston and then open the port 24 to admit live steam to the lowerside of the main piston 3 and at the same time connect the passages 25and 26 through the cavity in the bottom of the slide-valve 23, so as toopen the upper side of the main steam-piston 3 to the exhaust-passage26. The main steam-piston 3 then moves upward as before. In order tohold the reversing-valve 8 down in position shown in Fig. 1 and preventits being moved upward before the plate 6 strikes, the shoulder 9 at theupper end of the stem 7 is exposed to live-steam pressure in the chamber51 when the main piston 3 is moving upward. The chamber 51, which isformed in the cap 52, communicates, by means of the passage 53, with anannular'groove 54, formed around the outside of the upper edge of thereversing-valve-chamber bushing 12. This annular groove is connected bymeans of a longitudinal groove (not shown) formed in the outside of thebushing 12 within another annular groove, 55, formed around the lower'end of the reversing-valve-chamber bushing 12, and the annular groove 55is connected with the passage 24 by means of a passage 56, (not shown,)formed in the cylinder-head. The chamber 51 will therefore always beexposed to the pressure in the passage 24 and below the mainsteam-piston 3, and when the main steam-piston 3 is moving upward thepiston-stem 7 will be held down by live-steam pressure in the chamber 51acting on its upper end against the pressure of the exhaust-pressureacting on the other end. When the main steam piston 3 is movingdownward, the chamber 51 and the under side of the main steam-piston 3are exposed to the The reand is held up by the steampressure in thespace above the main steam-piston 3 acting "on the lower end of the stemagainst the pressure ofthe exhaust to which the upper end of the stem 7is then exposed. The air-piston 13, moving up and down in theair-compressing cylinder 57, draws air from the atmosphere through thescreen 58 and the valves 59 (see Fig. 3) and forces the air underpressure into and through the valves 60 into the chamber 61 and thepassage 62, as hereinafter explained. From the chamber 61, which alwayshas air compressed to acertain predetermined point of pressure, leadsthe'pipe 63 to the main reservoir 64, as hereinafter explained. As soonas a predetermined fluidpressure has been attained in the main reservoir64 and the chamber 61 and the connecting-passages, as above described,and also in the passage 62 and the flexible diaphragmchamber 63 of theautomatic governor-valve mechanism H the fluid under pressure from saidpassages and chambers will raise the flexible diaphragm 64, and with itthe governor pin-valve 65, from its seat 66, and thereby permit fluidunder pressure to flow from the flexible-diaphragm chamber 63 into thepassage 67 and thence into the automatic governor-piston cylinder 72, where such fluidpressure will operate upon the automatic governor-piston69 and force the governorvalve 73 down on its seat 71, closing the port19 and preventing any further flow of live steam under pressurefrom thepassages 18 and 19 into the chamber 22. A leakage-port 68 leads from thepassage 67. It allows of the opening of the valve 73 by permitting theescape to atmosphere of steam under pressure in the rear of the piston69. The valve 73 is connected to a stem 70, having a packing-ring 74,said stem moving through a bore or guideway 75, carrying an automaticgovernorpiston 69 and provided with suitable packingrings 76 andarranged within a governor-piston cylinder 72. The valve 73 of thegovernor is normally held away from its seat 71 by a spring 77, which isinterposed between the automatic governor-piston and the end of thegovernor-piston cylinder. The head of the power end of the cylinder 72of this automatic governor-valve mechanism is recessed, formingacylinder for the reception of the packing-piston 74, which is adaptedto prevent the loss or flow of fluid under pressure through thelive-steam passages in the head 15. The upper end of this automaticgovernor-piston cylinder 72 communicates by a passage 67 with theflexible-diaphragm chamber 63, said chamber having a flexible diaphragm64, carrying, in a manner hereinafter described, the automatic governorpinvalve 65. The flexible-diaphragm chamber 63 is connected by a passage62, which passage 62 leads from chamber 61, (see Fig. 3,) so that theair compressed under pressure by the piston 13 through the valve 60 andinto chamber 61 will flow through the passage 62 into the flexible-diaphragm chamber 63. This automaticgovernor pin-valve 65, which is carriedin the center of the disk hub 78 and in the center of the flexiblediaphragm, is normally held to its seat 66 by an automatic go.v-. ernorregulating spring 79, which bears against the disk hub 78 and has itstension so adjusted by a screw-plug 80 in the opposite end of thegovernor-spring chamber 81 as to hold the automatic governor pin-valveagainst its seat 66 until a certain predetermined fluid underpressure-say ninety pounds-has been attained in the chamber 61, pipe 63,and main reservoir 64, and chamber 95. When such fluid under pressurehas been attained, it overcomes the tension of the governorspring 79 bythe fluid under pressure against the flexible diaphragm, and by liftingthe valve 65 from its seat 66 fluid under pressure is allowed to passunder ninety pounds of fluid under pressure against the piston 69, whichwill close the valve 73 and shut off the flow of live steam through thepassages into the slidevalve chamber 22 until the fluid under pres- BESTAVAILABLE COP sure in the main reservoir 64 and chambers connectedtherewith may have been reduced below the predetermined point of ninetypounds or normal main-reservoir pressure. \Vhen the fluid under pressurein the said reservoirs and pipes has been reduced, the automaticgovernor-spring 79 will again close the valve 65, and the fluid underpressure being removed from the piston 69 the spring 77, with the fluidunder pressure against the piston 73 flowing through the passages 18 and19 of the steam-supply, will raise the piston and again open the valve73, which will remain open until the fluid under pressure in the mainreservoirs, pipe 63, and chamber 61 and passages 62- is at the normalfluid main-reservoir adapted to admit of a spherical or central movementof the flexible diaphragm when fluid under pressure is exerted againstthe lower side of the flexible diaphragm to open a valve. The automaticgovernor pin-valve 65 passes loosely through a thimble-nut 84:, thelatter havinga threaded stem, passes up through the center of theflexible diaphragm, and screws into the center of the disk hub 78, whichdisk hub is guided in its movements up and down by the side of thegovernor-spring chamber 81 and the spherical taper ring 82.. The upperend of the automatic governor pinvalve 65 is provided with a head 85,arranged in a disk hub .78, and is held by a spring 86 against the upperend of the recess. By this construction wear will be compensated for andtheautomatic governor pin-valve 65 will be allowed to accommodate itselfto its seat 66, tightly closing the upper end of the passage 67. Forgeneral purposes and convenience of description I designate thisapparatus or device as the automatic governor-valve H.

The operation of the automatic governorvalve mechanism H will be readilyunderstood from the foregoing description of. the

parts, as it governs all that fluid under pressure com pressed into thechamber 61, pipe 63, and the main reservoir 64 and chamber 95 and anyother passages connected therewith.

In Fig. 2 I show a modification of the governor-valve device H, as shownand described in Fig. 1, by substituting or omitting the pinvalve 65 andallowing the flexible diaphragm to close the passage 67 by seating onthe seat 66 and also by substituting the valve 87 for the piston 74.Leading from the chamber 72 is a waste-pipe 88 to allow any steam thatmay leak into the chamber to flow to the atmos ing-reservoir 90, andthence into the brake system, as hereinafter described.

In Fig. 5 I show a device to admit compressed air from the mainreservoir 64 into a fluid-pressure brake system and to control A meansto discharge such pressure to atmosphere at the will of the engineer tomake an vice to increase the fluid-pressure in the main I train or brakepipe and the brake-piston cylinder after the main service-valve on' eachcar or vehicle has been shifted to a released position and also togovern such fluid -pressure in the brake-piston cylinder and the maintrain or brake pipe, also means to indicate the pressure both in thebrake-piston cylinder and the main train or brake pipe. From the mainreservoir 64 leads a pipe 92 and is connected to the lower section 93,and the lower section 93 is also connected by means. to the main trainor brake pipe 94. The pipe 96 connects the lower section with theequalizing-reservoir and with the indicatinggage lettered G, ashereinafter describedfand also the'cham ber connects with the indieating-gage G to indicate the fluid under pressure in the mainreservoir. On the section 93 is placed a train-line governor-plate 97,and resting on the plate 97 is the middle section 98. Resting on themiddle section 98 is the brake-piston-cylinder governor-plate 99.Resting on the plate 99 is a top section 100, which incloses the device.Gaskets of suitable material are placed between the sections as they arebolted together to prevent leak age. The train-line governor-plate 97has a valve-seat 101 formed on a projection on. its upper side. The maintrain-line rotary valve 102 rests on this valve-seat and is inclosed bythe middle section 98 and the plate 99 and the top section 100. The airunder pressure flows from the main reservoir 6 1 through the pipe 92 andthe chamber 95, through the passage 103 into chamber 104, thence throughthe passage 105 in the Valve plate 99 into the chamber. 106. On theupper side of the brake-piston-cylinder governor-plate 99 is a seat 107,formed, and a rotating valve 108, as hereinafter explained. It will beseen that with this improved construction the different sections may beeasily and quickly taken ,apart for the purpose of examining orrepairing the parts without breaking any of the pipe connections bywhich the controlling device is connected with the main reservoir, themain train or brake pipe, the equalizing-reservoir, or the gages forinapplication'of the brakes, means in such de-.*

